Change speed transmission



Aug. 27, 1935. o. H. BANKER CHANGE SPEED TRANSMISSION Filed Feb. 2'7,1953 6 Sheets-Sheet l INVENTOR ATTORNEYS Aug. 27, 1935. o. H. BANKER-2,012,296

CHANGE SPEED TRANSMISSION Filed Feb. 27, 1935 6 Sheets-Sheet 2 lNVENTOROw fiW Aug. 27, 1935 o. BANKER 2,012,296

CHANGE SPEED TRANSMISSION Filed Feb. 27, 1953 6 Sheets-Sheet 3 1/ T l aM2 /5 p /25 I! g 9/ 7 7" //0v /55 [39 I 'IIIIMIIIIIIIIIIIIIII NT I I![III/11111111,

/ 9 INVENTOR ATTORNEY Aug. 27, 1935. o. H. BANKER I CHANGE SPEEDTRANSMISSION Filed Feb. 27, 1933 6 Sheets-Sheet 4 INVENTOR OW 9 M BY M AATTORNEY;

Aug. 27, 1935. o. H. BANKER CHANGE SPEED TRANSMISSION Fild Feb. 27, 19556 Sheets-Sheet 5 4 @Q 3 Mi 3 MN INVENTOR BY Omfi 6a@@- ATTORNEYS Aug.27, 1935. o. H, BANKER CHANGE SPEED TRANSMISSION Filed Feb. 2'7, 1935 6Sheets-Sheet 6 INVENTOR BY Qa4w7m ATTORNEYS Patented Aug. 27, 19352,012,296

UNI'FIEZD STATES PATENT OFFICE- CHANGE SPEED TRANSMISSION Oscar H.Banker, Chicago, 111., assignor to New Products Corporation, Chicago,111., a corporation of Illinois 1 Application February 27, 1933, SerialNo. 658,747 Claims.- (01. i l-336.5)

The invention relates to change speed trans- Fig. 8 is a detailsectional view taken on the line missions. 8-4 of Fig. 1;

One of the objects of the invention is to provide Fig. 9 is a detailsectional view taken on the line an automatic change speed transmissionwherein 9-9 ofFig. 8;

It the speed responsive mechanism for controlling Fig. 10 is a sideelevational view of thePtransor effecting the speed changes is formed asa sepmission, parts being broken away and parts being arate unit soassociated with the transmission shown in secton;

that it may be readily detached therefrom for Fig. 11 is a detailprojected profile view of the repairs or any other purpose withoutdismantling control cam; lo the transmission itself. Fig. 12 is asectional view similar to Fig. 1 showit A. further object of theinvention is to provide ing certain modifications; a simple means in atransmission of the character Fig. 13 is a detail sectional view takenon the described whereby the transmission may be put line iii-i3 of Fig.12; back to second from high at any car speed and Fig. 14 is a detailview of clutch shifting link- 15 also put back into low gear from ahigher gear raage for the modification shown in Fig. 12; yr; tie at anycar speed and may be positively locked Fig. 15 is a detail sectionalview showing certain in second or low if the operator so desires.modifications;

Heretofore in automatic transmissions having Fig. 16 is a detailsectional view taken on the speed responsive mechanism for effecting thelines "5-! 6 of Fig. 15. 20 speed changes the adjustment of suchmechanism Referring to the drawings, the numeral l8 des- 20 had to bedone in a shop or garage and was not ignates the transmission driveshaft which may adapted to be changed while the vehicle was in beconnected to the engine shaft through any motion- A further and yimportant O je t suitable clutch mechanism though preferably of thepresent invention is to provide an autoone of the automatic'type. g5matic unit whose adjustment may be readily The shaft |8 is journalled ina ball bearing as effected at any time whether the vehicle is in journali9 mounted in the front wall of the casmotion or standing still and isunder the control ing 20, said shaft having a gear 2| formed thereon ofthe driver from his seat. Thus the driver may or secured thereto.

y the automatic fu ions of h pr s n n- The driven shaft 22 is coaxiallyarranged relastruction tosuit the different conditions of countive tothe shaft l8 and has one end projecting so try over which he is driving.into an axial bore l8 in the shaft l8 and jour- The invention further os s s n the Several nailed in roller bearings 23 mounted in said borefeatures hereinafter set forth and more particnd it other end portionhas a sleeve 24 splined ularly defined by claims at the conclusionhereof. thereto and journalled in a ball bearing 25 mount- 5 e drawingsled in the rear wall of the casing 20.

Fig. 1 is a central vertical sectional view through A p or auxiliaryhaft 25 is mounted in beara transmission mechanism embodying theinvenings g1 2 in th end walls of the casing and Dfl O the interiormechanism being Shown in parallel relation to the shafts l8 and 22 andhalf in full and half in section; has a gear 29 keyed thereto andmeshing with Fig. 2 is a horizontal sectional view through h gear 2| thetransmission taken generally on the broken spiral gears 39 d 3| emounted on the shaft line of 3, Parts being Shown in section 22 andconstantly mesh respectively with spiral and Parts being broken away;gears 32 and 33' on the shaft 26, the gear 3|] 3 is a transversevertical sectional View being of somewhat larger diameter than the geartaken on the line of 2? I 3| which in turn is somewhat larger indiameter 45 Fig. 4 is a transverse vertical sectional view than the gear2 taken on theline of 3; With the above described gearing, low speedFig. 5 is a detail view of the clutch shifting is obtained by drivingthrough gears 2| and 29 linkage, parts being shown in section; to shaft26 and through the gears 32 and so to Fig. 6 is a detail front elevationview of the the shaft 22; second speed by driving through 50 E O gears2| and 29 to shaft 26 and through the Fig. '7 is a detail end view of aportion of the ar 33 nd 3| to the shaft 22; high speed by a evi h win hautomatic brake m h ni m, direct drive connection, between the shafts l8parts being broken away and parts being shown and 22; and reversethrough gears 2| and 29 to in section and the cover removed; shaft 26and through a gear 34 on-shaft 26 meshbring the gear into .58 providedwith a flange 59.

gear is'adapted to mesh with a gear 3'5 having a hub 38 slidably splinedon the sleeve 25 and hence connected to the shaft 22. It is to be notedthat the reduction ratio between the gears 2i and 29 comprises the majorpart of the reduction ratio of the gearing and that the reduction ratiobetween the gears 38, 32 and 3!, 33 is small with the result that thespeed of rotation of the gears 33 and 32 relative to the drive shaftwill be low when the transmission is in its high gear ratio.

The hub portion 38 of the gear 31 is provided with a clutch gear part 39adapted to be moved into mesh with an annular clutch gear element 40,formed as a part of or secured to the gear 30, for forward drive and tobe in the position shown in Fig. 1 for the neutral position and beshifted toward the right so that gear 37 meshes with the gear 35 for thereverse transmission.

The gear 38 is provided with a bushing 38' that may turn freely on aflanged sleeve M fast on the shaft 22 and the gear 38 has a bushing d2turning freely on the shaft 22.

The gear 32 has a sleeve extension 53 pro vided with a clutch jaw 5adapted to mesh with a clutch jaw 45 formed on one end of a sleeve itkeyed to the shaft 25. The hub of the gear 32 is mounted on a sleeve 3'?provided with a flange 88. Pins 49 are mounted in this flange andproject into openings 58 in the gear to center the gear relative to thesleeve. Thegear 32 is normally urged to the position shown in Fig. 1where the clutch jaws 3d and 45 engage by a plurality drive position ofthe of springs 55 interposed between the flange 48 and 32 are sodesigned that the thrust of these gears relative to eachv other is usedto move the gear 32 to engage and disengage it from the sleeve 38 andhence the shaft 25. Thus when i the gear 32 is the driver the-thrust onsaid gear will act in conjunction with the springs 5! to clutchedengagement with the sleeve 46 but-when the gear 32 becomes the drivenmember then the thrust on said gear will act in the opposite directionand serve to move said gear to the left to completelydisengage theclutch jaws 43 and 35.

The gear 33 has a sleeve extension 54 provided with a clutch jaw 55adapted to mesh with a clutch jaw 55 formed on one end of a sleeve 51keyed to the shaft 23.

The hub of the gear 33 is mounted on a sleeve Pins are mounted in thisflange'and project into openings 8! in the gear to centerthe gearrelative to the sleeve. The gear 33 is normally urged to the positionshown in Fig. 1 when the clutch jaws 56, 55 are engaged by a pluralityof springs '62 interposed between and surrounding pins 60, mounted onsaid flange and free to work in recesses 6! in the hub of said gear. Itis also to be noted that the gear 33 may. be moved toward the rightagainst the action of the springs 62 to disengage the .clutch jaws 55and 56. I g

The angles of the teeth of the spiral gears 3| and 33 are so designedthat the thrust of these the flange 59 and said gear" 2,012,296 ing witha back gear 35 on a stud shaft 38 which.

gears relative to each other'is used to move the gear 33 to engage anddisengage it from the sleeve 5? and hence the shaft 26. Thus when thegear 33 is driven the thrust on said gear will act in conjunction withthe springs 62 to bring said gear into clutched engagement with thesleeve 51 but when the gear 33 becomes the driven member then the thruston said gear will act in the opposite direction and serve to move saidgear to the right to completely disengage the clutch jaws 55 and 55.

The flanges 48 and 58 abut against a thrust washer 63 interposed betweenthem and the sleeves 3'5 and 58 while adapted to react through thewasher 63 are limited in their longitudinal move- -ment relative to theshaft 28 by the stop collars ll and 58' on said shaft. The thrust of-the flanges 59 and 43 on the washer 63 is prefe'rably sufficient tocreate a drag on the sleeves 5'8 and 58 relative to the gears 32 and 33so The gear 38 is adapted to be connected to the shaft 22 to establishthe second speed gear ratio by speed responsive clutch mechanism and thegear 2! is adapted to be connected to the shaft 22 to establish thedirect drive by speed responsive clutch mechanism both of thesemechanisms being here shown as operated by the same speed responsivedevice.

The shaft 22 has a splined portion 63 upon which clutch members 35 and38 are slidably splined. The gear. 3i has a jaw clutch face 67 adaptedto be engaged by the mating face 68 of the member 35 and the gear 25 hasa jaw clutch face 69 adapted 'to be engaged .by the mating face 78 ofthe member 56, the jaws of these clutch elements being of the typehaving inclined faces 80 that they may slip past or overrun each otheruntil conditions are right for engagement.

- The clutch member 65 has an annular groove H in which the end portionsof a shifter fork F2 are operatively disposed and the clutch member 65 asimilar groove 73 in which the end portions of a shifter fork i i areoperatively disarms lt and 18 are operatively connected to-' getherthrough links 78 and 88 pivotally connected to the oppositely disposedends of a lever 8| detachably secured to a shaft 82. A coiled spring 83is mounted between the outer end of the link l9 and a collar 84 thereon,the link passing loosely through an opening 85 in the crank v pin 18' ofthe arm 16, there being a collar 86 on the link engaging the oppositeside of the crank pin whereby the spring 83 acts as a yielding backingfor the clutch member 85 and as the means through which the clutchelement'is moved on the movement of the shaft 82 and the lever 8|. 'Acoiled spring 86 is mounted between 'the inner end of the link 88 and acollar 87 thereon, the link passing loosely through an opening 88 in thecrank pin 18' of the arm 18, there .being a collar 89 on the outer endof the link engaging the opposite side of the crank pin whereby thespring 86 acts as a yielding backing for the clutch member 66 andas the.means through which the clutch element is moved on the move- 'collar I03and a collar ment of the shaft 82 and the lever 8|. A s'et screw 90secures the lever 8| to the shaft 82.

A separate casing section 9|, shown more particularly in Figs. 2 and 3,is detachably secured by bolts 92 to one side of the main casing 29 andhas a shaft 99 journalled therein at one end in the ball bearing journal94 and at its other end having a gear 95 keyed to it with its hubportion journalled in the ball bearing journal 96, the gear 95 being aspiral gear adapted to mesh with the gear 38 when the casing section SMis secured to the casing 29 and to be moved out of mesh with said gear30 when said section M is detached from the casing 20. The web or thegear 95 is formed to provide a cylindrical cavity 91 in which oppositelydisposed speed responsive elements 98, in the form of levers havingweighted ends 99 are mounted, each of these levers being pivotallymounted intermediate its .ends on a pin I08 carried in the speciallyshaped head fill of a bolt I92 secured to said gear. The inner forkedends of the elements 98 straddle the shaft 93 and'engage one end of asleeve E93 which is slidably keyed, as at IM, to the shaft 93. A sleeveI95 is journalled on a ball bearing journal I96 secured to the sleeve )3so that the sleeve I05 may move lengthwise with the sleeve I83 but willnot rotate with the sleeve. This sleeve I05 has diametrically disposedslots I81 receiving the pin ends Hi8 on the spaced lever arms i119 of amember H9 keyed at Hi to the shaft 82, one of the arms I89 having aquadrant extension M2 provided with spaced recesses H3 cooperating witha spring pressed detent here shown in the form of a 'ball H9 engaged bya pin H5 which in turn is backed by a spring H6. mounted in a bore H1 inthe casing 9| between said pin I I5 and a screw plug l I8.

The outward movement of the weighted arms 99 under the influence ofcentrifugal force is resisted by a spring H9 interposed between the I28freely shiftable lengthwise of the shaft whereby the tension of thespring H9 may be varied. This collar I29 has a shift colllar I2Iconnected thereto through a ball bearing journal I22 so that said collarIZI may move lengthwise with the collar I29 but will not rotatetherewith. The flange I23 on the collar I2I is adapted to be engaged bythe forked portions of a shifter fork I24 secured to a shaft I25 pivotedin the casing 9| and carrying an operating arm l26 under the control ofthe operator, at his driving station through any suitable linkage. Theflange I23 may also be slotted to engage a guide pin I21 secured to thecasing.

With the above described construction, as the speed of the driven shaft22 increases the speed of governor shaft 93 driven therefrom willlikewise increase and when the speed of said shaft 93 reaches apredetermined value the weighted arms 99 will move outwardly under theinfluence of centrifugal force and against the action of the spring H9and shift the collars I93 and I05 toward the left as viewed in Fig. 2,and thus, through the action of the collar I95 on the arms I99, turn theshaft 82 in a clockwise direction, as

viewed in Fig. 5. Turning of the shaft 82 in this direction acts throughthe lever 8| and the links 19 and to compress the springs 83 and 86 sothat they exert a yielding ressure upon the arms 16 and 18 of theshifter forks I2 and and through said forks act upon the clutch members65 and 66 and move said clutch members toward their mating clutchmembers 67 and 69 and in overruning relation therewith. Since the gear3| is rotating slower than gear 2|, the clutch faces 61 and 69synchronize first upon a temporary deceleration of the engine bytheclosure of the engine throttle and hence engageand'upon immediateacceleration of the shaft I8 the transmission is in second gear.Thereafter, as the, speed of the driven shaft 22 increases the clutchfaces 18 and 69 are overrunning each other until a second decelerationsynchronizes them with each other whichmay be brought about by anothertemporary deceleration of the engine by the closing of the enginethrottle and then on acceleration of the drive shaft I8 the transmissionis in high gear. The spring pressed ball H9 cooperates with the recessesII3 of the quadrant II2, as the member III! and the shaft 82 are turnedunder the action of the governor, so as to hold the member II2 andconsequently the linkage connected therewith in the position they havebeen advanced by the governor, the ball acting on said linkage toprevent the governorfrom hunting and to cause the release of the linkageat a certain definite speed. When the speed of the driven shaft fallsbelow a certain speed, for example seven miles per hour, the ball IMwhich is then in the last notch at the right in Fig. 4, is releasedtherefrom and the lever including the quadrant I I2 tends to tilt backtoward its original position but at this speed it is so arranged thatthe oall II I catches in the second notch of the quadrant and holds itand its associated linkage in position. It is to be noted that clutchjaw 65 has a shorter travel for disengagement from jaw 61 than jawTill'from jaw 59 whereby upon acceleration the clutch jaws l0 and 69being still partially engaged the transmission is in second gear.Further reduction in speed of the vehicle to a car speed of say fivemiles per hour would have caused the speed responsive elements 98 toassume their initial postion and the ball I It to move into engagementwith the first of the notches H3 as shown in Fig. 4 and thus put thetransmission in low.

It is also to be noted that since the tension of the spring I I9 isunder the direct control of the operator that the speed at which thegovernor brings the clutch members 88 and 61 into position forengagement may be varied and consequently the speeds at whichdisengagement of these clutch members and the clutch members 19 and 89takes place may be varied.

It is further to be noted that loosening up the set screw 90 so that theshaft 82 may be removed from the lever BI and removing the bolts 92permits the casing 9i and the governor assembly therein to be removed asa unit so that the parts thereof may be separately serviced if desired.

With the abovedescribed arrangement, when the gear member 31 with itsjaw clutch 39 is shifted toward the left to engage the jaw clutch 49 forforward drive and the engine clutch is engaged so that shaft I8 is beingdriven by the engine, the drive proceeds from shaft 48 through gears Eland 29 to shaft 26 and thence through gears 32 and 30 to shaft 22 withthe vehicle in low gear and under these conditions the gear 33 is alsorotating gear 3| but at a faster speed than the shaft 22. As the speedof the driven shaft 22 is increased the speed responsive mechanism acts,as previously described, upon the clutches 65 and 66 moving themoutwardly and, when a certain predetermined speed is attained, theclutch jaw 68 will be moved to a position to engage clutch jaw 61 when,by a temporary reduction in speed of the shaft. I8, the speed of thedriven gear 3! decreases and synchronizes with the speed of the drivenshaft 22. During this reduction in speed of the shaft I8, the shaft 22becomes the driver and gear 30 then acts to drive the gear 32 and thusexerts a shifting thrust upon the same to disengage the clutch parts 44,and 45 and the transmission is then in second gear with the driveproceeding from the .shaft 28 through gears 33 and 3!, the clutch 61,

68 to shaft 22. As the speed of the driven shaft 22 increases thegovernor elements 93 remain in fully expanded position since saidelements have attained this position at a relatively low speed, forexample as low as five miles per hour car speed and while keeping theclutch jaws Bl, 68 engaged and the clutch jaw 69 is overrunning theclutch jaw I6, actual clutched engagement of the jaws l and 69 takingplace, when by a temporary reduction in speedof the drive shaft It, thespeed of the gear M is reduced so that its speed will synchronize withthat of the shaft 22. During this reduction in speed of the shaft I8,the shaft 22 becomes the driver and gear M then acts to drive the 'gear33 and thus exerts a shifting thrust upon the same to disengage theclutch parts 55 and 56 and the transmission is then in direct drive withthe gears 32 and 33 disconnecthigh gear or ed from the shaft 26 and thedrive proceeding directly from shaft I8 through clutch 69, 66 to thedriven shaft 22. Thus an automatic and progressive change in gear ratiofrom low to second and second to high may be effected. It has also beennoted that the tension of the governor spring I9 may be readily adjustedso that direct drive may be effected at a low or high speed dependingupon the operators wishes and to suit different driving conditions. Alsoif the operator on his first deceleration of the shaft I8 as previouslydescribed waits for a longer period before accelerating the motor thedirect drive connection may be eiTected substantially directly from lowsince the clutch'parts 66 and 69 will then engage. It is also to benoted that the engine may be accelerated to its full speed in anyratiosof the gear and that the speed responsive mechanism will not underthese conditions change the established relation since the clutchengaging pressure is not increased with increase in speed.

It has previously been noted that when the vehicle is in high or directdrive if it slows down to such a speed as to permit the release of thehigh speed position of the speed responsive mechanism the clutch jaws I0and 69 will be disconnected to establish the second speed ratio and upcna further reduction in speed of the shaft 22 the speed responsivemechanism may act to disconnect the clutch jaws 67, 68 to establish thelow speed ratio. In the shifting back from high tosecond the gear 35 nolonger acts to drive the gear 33 and said gear is then shifted backunder the action of the springs 62 to bring the clutch elements 55 and56 into engagement. In the shifting back from second to low the gear 30.no longer acts to drive the gear 32 and said gear is then shifted backunder the action of the spring 5I to bring-the clutch elements 45, 44into engagement.

-It is sometimes highly desirable in driving to change immediately fromhigh to second or to go into low and in order'that the operator, withthe present automatic shift, may not have to wait for a reduction inspeed of the vehicle to effect this change, means have been providedunder the control of the operator for placing the vehicle in second orlow gear. For this purpose manually operated means are associated withthe shifter forks It and 72 and under the control of a cam member IZ'Iwhich, as shown in Fig. 10, is journalled in bearings I28 on the outsideof the casing 20 and has a bevel gear I29 secured to it and meshing witha. segmental gear I30 pivoted at I3I on the casing and having a leverarm I 32 adapted to be connected with any suitable operating linkagearranged for operation for the driver of the vehicle. For manuallyshifting the clutch member 66, so as to disengage the clutchjaws 69 andI6, the shaft 16 is shifted by the turning of the lever I33 thereonthrough the action of the cam groove ltd on the pin I35 at the outer endof said lever, the shaft I6 having a lost motion actuating connectionwith the shifter fork It through an arm I36 on said shaft carrying a pinI3! engageable with a lug E38 projecting from the hub of said fork, thisconnection permitting the governor mechanism to actuate said fork 7 5independently of said manual control and permitting actuation of saidfork on the turning of said cam member to either side of the mid portionshown in Fig. 11. For manually shifting the clutch member 65, so as todisengage the clutch jaws 6? and 68, the shaft I5 is shifted by theturning of the lever I39 thereon through the action of the cam grooveI46 on the pin MI at the outer end of said lever, the shaft l5 having alost motion actuating connection with the shifter fork 72' through anarm M2 on said shaft carrying a pin I43 engageable with 8. lug Meprojecting from the hub of this fork, this connection permitting thegovernor mechanism to actuate said fork it independently of said manualcontrol and permitting actuation of said fork on the turning of said cammember in the direction of the upwardly pointing arrow as viewed in Fig.11. The profiles of the grooves I 36 and MD are identical and act tomove levers I 33 and E39 simultaneously for disengagement of bothclutches but as explained before since clutch jaws 69 and ID are shorterthan jaws 61 and 68, the clutch jaws 69 and F0 are disengaged before theclutch jaws 6i and 68.

It is sometimes desirable to maintain the vehicle in second or in lowgear to permit the engine to act as a brake when descending steep gradesand in the present instance means under manual control and associatedwith cam l2? have been provided for selectively locking the transmissionin second or low gear ratio. For locking in low gear ratio the sleeve 43has jaw clutch teeth I 45 formedthereon adapted to engage the teeth of ajaw clutch internal gear I46 formed on a shiftable clutch element Ml,the teeth of the gear M6 also meshing with the similar gear teeth E58formed on the clutch sleeve 46 and thus forming a splined connectiontherewith. Thus, when the clutch element M7 is shifted toward the leftto bring the teeth of gear I46 into mesh with the teeth I 65. the gear32 will be locked to the shaft 26. A shifter fork I49 engages in anannular groove I50 in the clutch element I41 and has its hub secured toone end of a sleeve I5I slidably mounted on a stud shaft I52 and havinga stop member I53 secured to its other end, a spring I5 3 being mountedon this sleeve between the stop I53 and a collar I55 slidably mounted onsaid-sleeve and normally abutting the hub of the fork I49. A link I 56has a forked end I51 connected to the collar I55 by screws I58 and atits other end carries a pin I59 engaged by the forked end of a lever armI60 secured to a control shaft I6I.

journalled in the casing 28 and. having an exteriorly disposed operatingarm I62 provided with a pin I63 working in the groove I64 in the cammember I21. Thus turning of the cam member I21 in the direction of theupwardly pointing arrow, as viewed in Fig. 11, will act through theparts I62, I6I and I68 upon the link I56 to pull said link andconsequently the collar I55 connected thereto to the left and exertpressure on the spring I54 which acts upon the stop I53 and sleeve -I5Ito move the shifter fork I49 and hence the clutch member I41 intoengagement with the clutch element I45 to lock the gear 32 to the shaft26. The profiles of the grooves I48 and I64 are such that the gear 32will not be locked to the shaft 26 until after the clutch jaws 61 and 68are disengaged.

For locking in second gear ratio, a shiftable clutch element I65 isconnected by a key I66 to the sleeve 51 and is in the form of a sleevewith a jaw clutch gear I61 at one end adapted to engage the jaw clutchteeth I68 formed as an ina stop nut I12 secured to its other end, aspring I13 being mounted on this sleeve between the stop nut I12 and acollar I14 slidably mounted on said sleeve and normally abutting the hubof the fork I89. A link I15 has a forked end I16 connected to the collarI14 by screws I11 and at its other end carries a pin I18 engaged by theforked end of a lever arm I19 secured to a shaft I89 journalled in thecasing 29 and having an exteriorly disposed operating arm I8I providedwith a pin I82 working in the groove I83 in the cam member I21. Thusturning of the cam member I21 in the direction of the downwardlypointing arrow, as viewed in Fig. 11 willact through the parts I8I, I88,and I19 upon the link I15 to pull said link and consequently the collarI14 connected thereto to the left and exert pressure on the spring I13which acts upon the stop I12 and sleeve IN to move the shifter fork I69and hence the clutch member I65 into engagement with the clutch teethI68 to lock the gear 33 to the shaft 26. The profiles of the grooves I38and I83 are such that the gear 33 will not be locked to the shaft 26until after the clutch jaws 69 and 10 are disengaged.

It is to be noted in connection with the second and low speed lockingclutches, that the number of teeth of each of these clutches is the sameas the number of teeth of the second and low speed ratchet clutches andthat both sets of teeth of these respective clutches are alined witheach other so that, when a ratchet jaw clutch is engaged, the positivejaw clutch associated with it may be engaged or disengaged without anyinterference with other parts.

When the vehicle is standing ona hill or is in a position where it mayroll backwards when the transmission is in position for. forward drivein order to prevent such backward movement I have provided an automaticone-way brake for holding the shaft 28 against reverse rotation. Thisbrake includes a drum I84 secured to the housing 28, rollers I85engageable with the drum under the action of an actuator I86 having alost motion connection with a sleeve I81 splined to the shaft 26. Thelost motion connection is provided by a laterally extending lug I88 onthe hub of the actuator which is adapted to be engaged by a radiallydisposed lug I89 on the sleeve I81 after a certain amount of relativeangular movement of these parts. This is necessary to permit readyrelease for either forward or reverse conditions of the transmissionsince it provides enough lost motion to readily free the parts from thepressure of the locking rollers.

The. control of the low and second speed clutches through the cam memberI21 and the operation of the control lever I32 has been previouslydescribed and in this connection it is to be noted that the stop memberI53 has a finger portion I53 adapted to cooperate with the gear 33 so asto prevent said gear from being shifted toward the right from itsposition shown in Fig. 1 to a position where the clutch jaws 55 and 56are disengaged when the low gear positive clutch has been engaged andthe stop member I53 has been moved toward the left to bring its fingerportion I53 into operative position to prevent the movement of the gear33 to a released position. This will assure that, regardless of theacceleration or deceleration while driving, gear 3| will neversynchronize with the driven shaft 22 to allow engagement of the clutchjaws 61, 88 which under the condition of being locked in low would wreckthe transmission.

For shifting the member 38 to establish the forward, neutral and reversepositions of the transmission, a shifter fork I90 engages an annulargroove I9I in said'member 38 and has its hub. slidably mounted on aguide shaft I92. The hub I93 of said fork is slotted as at I94 forengagement with the pin' end I95 of a lever I96 I mounted on a rotatablecontrol shaft I91 having an exterior lever arm I98 which may be operatedin any suitable manner as by a connection with an engager on the dash asshown in my United States Letters Patent No. 1,843,195 dated February 2,1932. l

The modified form shown in Figs. 12 to 16 inelusive is the same as thatpreviously described except that overrunning clutches of the roller typeare used between the drive shaft and the low and second speed gears onthe auxiliary shaft. Briefly, the numeral I8" designates the drive shaftand H the gear thereon and meshing with a gear 29 operatively connectedthrough an overrunning clutch hereinafter described with an auxiliaryshaft 26 having gears 32' and 34 splined thereto and also having a gear33 mounted thereon, the gears 33 and 32 meshing with the gears 3 I 38 onthe driven shaft 22, the

above prime numeralled parts corresponding respectively with the partsI8, 2|, 29, 26, 32, 34, 33,

.3I, 30 and 22 of the first described construction.

Clutch members 85 and 66', similar to the members 65 and 66, areslidably splined on the shaft 22' and have clutch jaws 68 and 10 of theoverrunning type adapted to cooperate with the clutch jaws 81 and 69 inthe same way as the jaws 68 and 18 cooperate with the jaws 61 and 69 andare similarly controlled, the only difconnection between the governoroperated shaft fifi includes a lever 8i and links 19' and 80'operatively connecting said lever respectively with the 2i and 28 in theend walls of the casing and has a ball bearingiSS mounted thereon onwhich the gear 29' is journalled. As shown in Figs. 12 and 15 the gear29 has a drum extension 200 adapted to be engaged by clutch rollers 20Lunder the ac tion of an actuator 202 keyed to the shaft-26', and alsoadapted to be engaged by clutch rollers 203 under the action of anactuator 204 keyed to the hub 205 of the gear 33. The gear 33' isjournalled in part on the ball bearing 206 and in part on the sleevebearing 20'! on the shaft 26. The one way roller clutches are of knownconstruction in which, as is shown in detail in Fig. 13, the rollers 20Ework in recesses 208 having inclined surfaces 209 to wedge said rollersagainst the drum 200 under relative movement of the drum and actuator inone direction and release of the rollers under relative movement of thedrum and actuator in the opposite direction.

A shifting gear member 3i, shown in neutral position in Fig. 12, isadapted to cooperate with the back gear 35 for reverse and has anannular internal gear portion 39' to engage the clutch gear 50 on thehub of gear 30' for forward drive, the member 37' being slidably keyedto a sleeve 26 splined to the shaftflt'. With the modified constructionwhen the clutch parts 39' and d are engaged and the engine is drivingthe shaft i8" and gear 2!, the gear 29' is being driven and through thedrum 206, rollers 2M, actuator 202, shaft 28', gear 32' and 30' drivestheshaft 22. While in low gear the gear 3! is turning freely on thedriven shaft 22'.

When the speed of the transmission in low gear is such that the governormechanism previously described may function to bring the clutch members65 and it! into overrunning relation with the clutch parts on the gears3i and 2!, then, upon a temporary deceleration of the engine by theclosure of the engine throttle, the

clutch jaws 66' and 6'! may be made to synchronize and hence engage andupon acceleration of the drive shaft t8", the transmission will be insecond gear since under these conditions, the gear 30 being of largerdiameter than the gear 31' will revolve the gear 32' at a' faster rateof speed than the gear 33' is revolving so that the shaft Mi andactuator 202 will revolve at a higher rate of speed than the drum 200and hence the rollers 20l will be released from said drum and the drivewill then proceed from gear 29' through drum 200, rollers 203, actuator204, hub 205, gears 33' and 3| to the driven shaft '22. Thereafter asthe speed of the driven shaft 22 increases, the clutch jaws 69' and areoverrunning each other until a second deceleration of the shaft l8synchronizes them with each other so that they engage and uponacoeleration of the drive shaft I8, the transmission is in high gearsince under these conditions not only is the low speed roller clutchoverrunning but since the gear 3| is of larger diameter than the gear 2|it will revolve the gear 33' at a higher rate of speed than the drum 200and hence the rollers 203 will be'released from said drum and the drivewill then proceed from shaft i8 to the driven shaft 22. When on arelease of the clutch jaws 69' and 10', either by manual or governoroperation, the second speed automatic clutch including the rollers 203will again become operative, the transmission will be in second gear andthen on a release of the clutch jaws 68 and 67, either by manual orgovernor operation, the low speed automatic clutch including the rollers205 will again become operative and the transmission will be in lowgear.

For locking in second speed, in Fig. 12, I have shown a clutch gear 208slidably splined 0n the hub 205 of the gear 33' and adapted to mesh withan internal clutch gear 239 formed as a part ofthe drum 200.

In Figs. and 16 I have shown an arrangement for locking in second speedand also in low. In this instance the drum 200', rollers V, actuator202', rollers 203 and actuator 20% correspond respectively with the drum200, rollers 20l, actuator 202, rollers 203 and actuator 200 of theconstruction shown in Fig. 12. For locking in second, a clutch member208' is slidably splined on the hub of the gear 33' and is provided witha clutch gear 209' adapted to mesh with an internal clutch gear 2|0formed as a part of the drum 200'. For locking in low the clutch member208' has segmental clutch gear portions 2H adapted to be moved into meshwith an internal segmental clutch gear part 2l2 formed as a part of orconnected to the actuator 202, the engagement of these clutch partstaking place after the clutch parts 209' and H0 are engaged. Thus theclutch member 208' on its,

a neutral position, the operator starts the engine in the usual mannerand with a manually controlled engine clutch between the engine and theshaft i8 or If)" the member 38 or 31' is shifted from neutral to forwardposition while the engine clutch is disconnected. Thereafter the engineclutch is allowed to engage and the shaft i8 or i8" is then drivendirect from the engine. Under these conditions the operator may proceedfrom first to second automatically and from second to high through theoperation of the speed responsive clutch mechanism as previouslydescribed.

If under conditions ofdriving while the operator is proceeding in highgear, he wishes to immediately proceed in second, he operates the manualcontrol which acts to shift the clutch member 66 or 66' to a releaseposition and the vehicle then proceeds in second gear. If while 54, I68positively connects the gear 33 with the shaft 26 while engagement ofthe locking clutch 208, 209 or 208', 2H) connects the gear 33 with thedrum 200 or 2M. If under conditions of driving while in high gear or insecond, the operator wishes to proceed in low he operates the controlwhich acts to release the high speed shifting of the member 208 to bringthe clutch parts 2 into mesh with the clutch parts 2I2 effects thisresult. The operators changing from high to second and second to lowunder ordinary conditions is brought about by the speed responsivemechanism as previously described. If he desires to reverse the vehiclehe shifts the gear 31 or 31 into mesh with the back gear '35 or 35' whenthe vehicle is standing still and then the engine clutch is engaged sothat it is then connected to drive the transmission in reverse.

The casing 2!) is provided with a large opening 20" in its top and thecasing 20' with the similar opening for giving ready access to the partsof the device and which opening, in each instance, is closed by aremovable cover (not shown).

I desire it to be understood that this invention is not to be limited toany particular form or arrangement of parts except in so far as suchlimitations are included in the claims.

What I claim as my invention is:

1. In a variable speed transmission, the combination of a drive shaft,driven shaft alined with said drive shaft, an auxiliary shaft, in-meshtransmission gear sets between said auxiliary shaft and said drive anddriven shafts including second and low speed gear sets, automaticclutches of the overrunning type for respectively connecting the secondand low speed gears on said auxiliary shaft in driving relation withtheir companion gears, positive jaw clutch mechanisms for selectivelyconnecting said second and low speed gears on said auxiliary shaft inconstant second or low speed gear ratio, speed responsive clutchmechanism for connecting the second speed gear set to the driven shaftfor second speed, and speed responsive clutch mechanism for connectingsaid drive shaft directly with said driven shaft;

2. In a variable speed transmission, the combination of the drive shaft,a driven shaft, change speed gearing between said shafts for low andsecond speed gear ratios including sets of constant mesh gears, clutchmechanisms for automatically connecting certain of the gears of saidgear sets in driving relation, overrunning jaw clutch mechanism forestablishing direct drive connection between said shafts including ashiftable clutch member, speed responsive means for actuating saidshiftable clutch member to establish said direct driveconnection, andmanually operated means for shifting said shiftable clutch member torelease said direct drive connection regardless of the speed of saidshafts.

3. In a change speed transmission, the combination of a drive shaft, adriven shaft, change speed reduction gearing between said shafts, a jawclutch of the overrunning type for connecting said shafts through saidgearing, a jaw clutch of the overrunning type .for connecting saidshafts together for direct drive, each of said jaw clutches including aclutch jaw movable into engagement with a mating clutch jaw, speedresponsive means for bringing both of said movable clutch jaws intooverrunning engagement with their mating jaws, one of said clutchesbeing engaged for connecting said shafts through said gearing when theparts thereof are synchronized upon a deceleration of said drive shaft,the other of said clutches being engaged thereafter to establish directdrive upon afurther deceleration of saiddrive shaft, and manuallyoperable means to release said jaw clutches.

4. In an automatic transmissicn, the combination of a drive shaft, adriven shaft, change speed gearing between said shafts for low andsecond gear ratios including releasable gears, means for positivelylocking said gearing in low speed, clutch mechanism for connecting saidshafts through said gearing for second speed, clutch mechanism forconnecting said shafts together for direct drive, speed responsive meansfor actuating said clutch mechanisms, means to release said clutchmechanisms for directdrive and second speed, and an operator controlledmember for successively operating said last named means and said meansfor positively locking said gearing in low speed.

5. In a change speed transmission, the combination of a drive shaft, adriven shaft, change speed reduction gearing between said shafts for lowand second speed gear ratios including sets of constant mesh gears,overrunning clutches for automatically connecting certain of the gearsof said gear sets in driving relation successively for low and secondspeeds, a jaw clutch for connecting one of the gears to the driven shaftfor second speed, a jaw clutch for connecting said shafts together fordirect drive, speed responsive means for actuating said last two namedclutches, and manually operable release means for each of said two lastnamed clutches.

In an automatic transmission, the combination of a drive shaft, a drivenshaft alined with said drive shaft, an auxiliary shaft, a drive gear onsaid drive shaft, a gear on said auxiliary shaft meshing with said drivegear, a clutch drum connected to said last named gear, low and secondspeed gears on said auxiliary shaft, automatic clutch mechanism forconnecting said low and second speed gears to said clutch drum, low andsecond speed gears on said driven shaft in constant mesh with said lowand second speed gears on said auxiliary shaft, clutch mechanism forconnecting the second speed gear on said driven shaft to said shaft,clutch mechanism for connecting said drive and driven shafts togetherfor direct drive, and speed responsive means for actuating said two lastnamed clutch mechanisms.

'7. In an automatic transmission, the combination of a drive shaft, adriven shaft alined with stant mesh with said low and second speed gearson said auxiliary shaft, clutch mechanism for connecting the secondspeed gear on said driven shaft to said shaft, clutch mechanism forconnecting said drive anddriven shafts together for direct drive, speedresponsive means for actuating said two last named clutch mechanisms,clutch mechanisms for positively locking said low and second speed gearson said auxiliary shaft to said drum, and means for releasing said speedresponsive actuated clutch mechanisms prior to the engagement of saidlocking clutches.

8. In a change speed transmission, the combination of a drive shaft, adriven shaft, change speed reduction gearing between saidshafts for lowand second speed gear ratios including sets of constant mesh gears,overrunning clutches for automatically connecting certain of the gearsof said gear sets in driving relation successively for low and secondspeeds, a clutch for connecting one of the gears to the driven shaft forsecond speed a clutch for connecting said shafts together for directdrive, spring means for releasing one of the clutch members of each ofsaid clutches, speed responsive means operable through said spring meanson the said clutch members of said last two named clutches, and

a manually operable release for the clutch connecting said shaftstogether for direct drive.

9. In a variable speed transmission, the combination of a drive shaft, adriven shaft alined with said drive shaft, an auxiliary shaft, changespeed gearing connecting said shafts together for low and second speedgear ratios, a free wheeling clutch connection between said low speedgearing and said driven shaft, a free wheeling clutch connection forsaid second gear ratio including a clutch drum on said auxiliary shaft,speed responsive clutch mechanism for establish ing second speed ratiothrough said gearing, positive jaw clutch mechanism for connecting saidclutch drum to one of the gears of said second speed gear set, and speedresponsive clutch mechanism for connecting said drive and driven shaftstogether for direct drive.

10. In an automatic transmission, the combination of a drive shaft, adriven shaft alined with said drive shaft, an auxiliary shaft, a drivegear on said drive shaft, a gear on said auxiliary shaft meshing withsaid drive gear, a-clutch drum connected to said last named gear, achange speed gear on said auxiliary shaft, automatic clutch mechanismfor connecting said last named gear to said clutch drum, a gear on saiddriven shaft in constant mesh with said change speed gear, speedcontrolled clutch mechanism for connecting the gear on said driven shaftto said shaft, and speed responsive clutch mechanism for connecting saiddrive and driven shafts together for direct drive.

' OSCAR H. BANKER.

